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No NG122 on a safari special up the Avontuur line May 1987 (JD) A class NG15 being serviced at Patensie, June 1986 (JD)

Two class NG15s head over the crest on the climb between Patensie and Hankey with a citrus freight train, June 1986 (JD)

No NG17, the first class NG15, in service in on the Otavi line (at Otjiwarongo) in 1959, just prior to track gauge conversion (TECol)

No NG17 is now based at Sandstone Estates, April 2008 (JD) No NG119, in later years, following restoration by the Apple Express group; at Van Stadens, about 40km from Port Elizabeth, May 2009 (JD)

Class NGG16 2-6-2 + 2-6-2

Following the success of class NGG13, the SAR determined that additional

engines would be ordered to the same design. In 1937, the Belgian company

of Societé Anonyme John Cockerill, delivered four more locomo tives, Nos

NG85 to 88. This design was based on that of the class NGG13 but now all

the carrying wheels were incorporated in the form of pony trucks and also

fitted with roller bearing axle boxes. Other detail changes were also made,

for example the routing of the main and exhaust pipes. Initially these were

still to be classified NGG13 but after a short time were reclassified into a

completely new class, the NGG16. This highlights the dilemma within the

CME’s office regarding narrow gauge locomotive classifications. The two

orders within the class NGG13, which incorporated some differences (as

outlined in that section) were not sub-classed as such. In fact, within both

the class NG15 and NGG16 types, no two orders were exactly the same but

little indication of this was made within the classifications. These first three

class NGG16 engines worked mostly in Natal. They weighed 59tons and

were also rated at 18,850lbs tractive effort.

In 1939, a second order of eight similar engines, now fitted with vacuum

brakes, was now placed with Beyer, Peacock and Company. They were

numbered NG109 to NG116 allocated to service on the Natal branches, as

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well the Avontuur line. This was followed in 1951 by a further seven, Nos NG125 to NG131, also from Beyer, Peacock and Company, again destined for both Natal and the Cape.

The Tsumeb Copper Corporation, which operated their own narrow gauge sidings in SWA, also ordered seven of these Garratts from Beyer, Peacock to supplement their existing five class NG15 types. This was a stop gap measure to cope with narrow gauge traffic. By late 1957, before delivery had commenced, the decision to convert the narrow-gauge lines of SWA to Cape gauge had already been made. The SAR were thereafter to take ownership of these locomotives in terms of a prior agreement, since the company had been rather reluctant to invest in new locomotives which would see only a few years’ service for their copper business. These engines were originally numbered TC6 to TC12, but later renumbered NG137 to NG143.

The Natal engines had cab side plates prefixed with an “E”, presumably since the Pietermaritzburg SAR workshops used the same wooden pattern in their foundry for electric locomotive number plates. This prefix may also have been used to identify all the original Tsumeb engines. These seven engines also had the destinction of having been the last steam locomotives built by this British company. They were de livered in 1958 to serve the Natal and the Avontuur lines. Although these were mechanically identical to the previous class NGG16s, water and coal carrying bunker arrangements differed: the rear bunker carried only coal and the water capacity of the front bunker was increased, leading to an increased working engine weight of 61½tons. Although the intention was to augment water capacity in SWA by using type NG-X-8 water tankers (a batch of which were built specifically for this purpose) these tankers were used in South Africa only when the necessity arose.

Following the arrival at Humewood Rd of the displaced ex-SWA class NG15s in 1960 and 1961, the three ex-Tsumeb Garratts were transferred to Natal.

The final class NGG16 order for engine Nos NG149 to 156, in 1968, was significant since these would become the final steam locomotives to be ordered by the SAR. Traditional sources overseas had long since ceased the manufacture of steam locomotives, so it was decided that the manufacture of mechanical components locally and final assembly would be assigned to Hunslet-Taylor in Germiston, with the parent company overseas, the Hunslet Engine Company, supplying the boilers. These engines featured minor differences within the boiler design and were also fitted with mechanical lubricators, as had been the case with the previous class NGG16 orders. They were placed in service on the Harding and Donnybrook branches.

Following the dieselisation of the major part of the Avontuur line in 1974, all the class NGG16s in service there were transferred to various branches in Natal, leaving the class NG15s to carry on with remaining steam operations. The last of the class NGG16s to see revenue work was on the ill-fated semi private Alfred County Railway (Port Shepstone to Harding). This was eventually closed by Transnet in 2003, owing to declining timber traffic volumes resulting from fierce road freight competition.

As has been the case for the class NG15s, all thirty four class NGG16s still existed in some form in 2011, including a number operating in the UK and one in Australia. The best known locomotives in service are those on the Welsh Highland, Nos NG87, 138, 143 and 149 which, with their huge loading gauge, totally dwarf the rolling stock on the system. Some examples have also been locally purchased by foreigners but not shipped out of the

country at the time. The largest collection of these Garratts was then to be found at the Sandstone Estates system (presuming that the Port Shepstone dump line had not yet been sold for scrap). Their operating engines were Nos NG88, 113 and 153. In 2010, No NG131 had been undergoing overhaul at the Apple Express operation at Humewood Road, Port Elizabeth. At the end of the same year, operations at this preserved railway were suspended owing to lack of outside funding, so it was unlikely that No NG131 would be returned to service in the near future.

The class NGG16 design incorporated numerous differences, compared with that of the older class NGG13

No NG128 from the second Beyer Peacock order

No NG125 in service days

Builder’s pictures of No NG115, from the first Beyer Peacock order

243

A class 19B pilots a class 19D into Middelburg with the Mossel Bay bound passenger train circa 1975 (FCB, ACol)

Classes 19B and the sole 19BR (No 1410) attack Lootsberg Pass out from the Blouwater service stop with the Rosmead-bound passenger train, circa 1974 (FCB, ACol)

Modified Wardale locomotives class 19D, No 2644 and class 26, No 3450, double head a test train out of Petrusburg bound for Bloemfontein during May 1982 (AED, ACol)

Two class 24s seen in service during the early 1980s on the Breyten to Lothair branch (FCB, ACol)

Class 16E, No 858, double-heads northwards with class 25, No 3511, through Spytfontein en route to Kimberley, in January 1991. Prestige THF locomotives were used in this manner until steam was withdrawn from this line in December 1992 (JD)

A class 25NC pilots class 25, No 3511, through Kraankuil, bound for De Aar, on a freight train during 1989 (FCB, ACol)

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Regular class 25NC, No 3436, heads a freight train southbound to De Aar through Behrshoek, coupled to a long tendered converted class 25. July 1984 (WEB) Another doubleheaded class 25 consist, during the 1970s, near Nelspoort (FCB, ACol)

Two class 25 “condensers” during the mid-1970s, near Biesiespoort, en route to Beaufort West (FCB, ACol)

Modified class 25NC, No 3454, pilots the Red Devil, No 3450, on a tour train near Content, south of Warrenton, en route to Kimberley. 14 April, 1987 (WEB)

A class 15F and class 23 seen here at Glen with a south bound coal train en route to Bloemfontein, 1971 (FCB, ACol)

Two 15Fs make light work with a short passenger service heading north out of Bloemfontein, 1972 (FCB, ACol)

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Class 34 Co-Co

The class 34 series (together with the class 37) was the culmination of

main line diesel power development on the SAR during the 1970s, with

the twin objectives of eliminating steam locomotives and also providing

multiple traction for unelectrified heavy haul routes. In line with the SAR’s

policy of specifically avoiding over dependence on any single overseas

locomotive supplier, both General Electric (GE) and General Motors (GM)

were contracted to supply these locomotives, a procedure first evident

with the preceding class 33 series. The class 34-000, 400, 500 and 900

were supplied by GE, as variation of their standard U26C “universal, narrow

gauge” design and the 34-200, 600 and 800 by GM, as a variation of their

standard GT26MC design.

There are many major internal and external differences between the GE and

GM designs (given aspects such principal dimensions even being different)

and could have warranted two entirely separate class designations as

such. However, the two designs from each supplier are essentially similar

in concept, conforming to general SAR specifications, hence these will be

reviewed as such and the relevant details within each series summarised.

Class 34 Series: 000, 400, 500 and 900

Altogether GE supplied 295 units, all but the first three being built under licence at the Dorbyl factory in Boksburg on the East Rand, with local construction and assembly employing imported mechanical and electrical equipment. The first locomotive was supplied in 1971 and the last in 1981.

The numbers of units are listed as follows:

34-001 to 34 -125 series 1 1971-73

34-401 to 34- 500 series 4 1973-74

34-501 to 34- 539 series 5 (reclassified 4) 1977-78

34-901 to 34- 930 series 9 1979-81

These units have an axle rating of 18.8t and can operate on track of 80lb/yd upwards (40kg/m). The wheel diameter is 915mm, overall length 17.982m and average mass in working order 111t. The continuous power rating is 1,940kW. The class 34s are provided with both vacuum and compressed air train brake systems and also dynamic locomotive braking through the traction motors, a multiple requirement on all diesel units from this design onwards. Safe running speed is 100km/hr. Up to six units may be operated via multiple linkage.

The locally assembled class 33-400 version (TFR)

Two class 33s enter Ashton on the Worcester - Hartenbos line, August 2001 (JD)

Two class 33s at Willowmore on the Oudtshoorn – Klipplaat line, 1991 (JD)

Class 33-498 shunts wagons at De Aar, August 2009 (JD)

RRL have recently acquired this second hand ex SAR class 33-000 for work on local mine ore haulage. May 2011 (EA)

260

The GE class 34 is fitted with a four stroke V12 watercooled engine, model 7FDL-12, which drives a ten pole, three phase AC alternator, type 5GTA11C1, delivering 655A (3kV). The engine is provided with an Elliott H-581 turbocharger. A voltage rectifier is also incorporated to supply power to the six axle hung type 5GE-761A13 traction motors. A Westinghouse model 6CDX4UC compressor has been provided. The air brakes are SAR standard design 28-LAV-1 and vacuum system type 28-LV-1. The fuel tank has 5400l capacity.

The forty 34-500 units were originally supplied under a separate contract to the Iron and Steel Corporation (Iscor) but all but one unit were taken into SAR stock in 1978 as series 34-400, when the Sishen to Saldanha heavy haul operation was taken over. The Iscor livery eventually disappeared after SAR outshopping and these locomotives were initially based at Bloemfontein and Swartkops, Port Elizabeth. The only difference between the these units and the standard SAR design is that the 34-500 series has no interbogie control arms, which restricts this design to operation over relatively straight track environment, such as the ore line. They were later all re-allocated to the Saldanha (Orex) depot and used mainly as helpers to the hardpressed class 9E electric units. It is believed that their fuel tank capacity has also been increased to cope with the long distance (853km) of the line and many have been fitted with additional continuous side hand rails.

In addition, two GE class 34 type units were supplied as new to Douglas Colliery, near Middelburg, in 1977 as their Nos D5 and D6. Sishen Mine and Sasol also ordered several of these GE units as new (see Miscellaneous Diesels section, p281).

The 34-900 series has some external body work differences but the only major component variation is that this series carries a GE turbocharger, type 7S1408A1, in place of the previous Elliott model. This series is also allocated to both the Saldanha and Beaconsfield depots. The remainder of the GE class 34 series were mainly based at the Bloemfontein, Krugersdorp, Swartkops and Germiston depots in 2011. Some units have also been leased or sold to other African countries over the years and several others are now in industrial service. The entire series was now suffering from age, with numerous units within the Transnet fleet out-of-service in recent years.

Over the years, many of this class series have been fitted with external supplementary dynamic braking heat dissipation packs.

In 2005, Transnet announced that locomotive No 34-511 had undergone internal upgrades at its Bloemfontein (now Rail engineering) works. These comprised transformer, electrical circuit upgrades, traction motor/alternator overload protection, a microprocessor management system, inter locking control, improved wheel slip and traction control, dynamic brake installation, modification to the air brake system and general “Brightstar” diagnostics software implementation. This was an answer to the improvements taking place to the EMD section of the class 34 fleet and it was intended to upgrade a further seventy five locomotives to begin with. In 2011 this upgrade programme was reported to be in progress.

Further units, Nos 34-007, 060 and 102, have been refurbished in 2009/10 for Shosholoza Meyl passenger operations and also fitted with the GE designed Brightstar control system.

The GE class 34-000 original designed supplied between 1971 and 1973. The later series 400 and 900 are very similar (TFR)

The ex Iscor series, 1977/8, now also reclassified 34-400, but numbered 501 to 539 (TFR)

The class 34 GE series drawing by Leith Paxton

Class 34-070, from the first GE series, at De Aar in 1995, sporting an intermediate “traction brown” colour scheme which was intended to replace “Spoornet” orange. In the end, Transnet settled with a dark blue livery, which has by 2009 also in turn been superseded by way of new corporate colours (JD)

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Class 18E Bo-Bo 3kV DC

The class 18E radical rebuild programme of some five hundred

and fifty class 6E1s was commenced in 2001 and was still in

progress in 2011, with over 450 units having been through

the rebuild line at the Transnet Koedoespoort workshops, in

Pretoria. In comparison with the original class 6E1, the class

18E retains the basic traction drive and frame and the power

ratings are identical (2,252kW continous). The modifications

have resulted in a 2t increase in mass to 90.8t.

The specification background reads as follows “the class 6E1

locomotives are fast ageing. Spare parts have become obsolete,

the locomotives are difficult to operate and the environment in

which the driver works is no longer to the standard that can

be expected from a modern locomotive…The final product

(has) addressed the deficiencies of the class 6E1 locomotives

at a fraction of the price of new locomotive”. Hence, this

upgrade was focused to ensure improved availability, reduced

maintenance costs, extended economic life, improved train

handling, operational safety and driver comfort (ergonomics).

The key technical features comprise a fully rebuilt body shell

with only one drive end (somewhat controversial as such);

the deactivated “B” end is used to accommodate a toilet and

house additional electrical equipment. In the case of single

unit operation, a new locomotive has to be provided facing

in the correct direction, since turning locomotives at depots

is no longer the norm, as was the practice in the steam era.

The main feature comprises the replacement of the existing

electrical control equipment in favour of a new Alstom supplied

microprocessor control system. This provides intelligent

computerised control of speed, braking, wheel slip, operation

of auxilliary equipment and overload protection. The electrical

power and control cabling have been refitted and simplified; an

ergonomically designed driver’s and assistant’s cab has been

provided, with an improved drive and control console; window

visibility improved; air conditioning system (which had initially

proved to be one of the main problem areas, prone to failures).

The unit is provided with combined notch and brake resistors,

to save space and a rheosotatic braking system has been

installed, with AC motor driven cooling fans.

More efficient modern type pantographs have been provided, as

well as the installation of an improved air compression system.

Friction links have been fitted to brake shoes, ensuring even

wear and access to maintenance areas has also been improved.

Full numbering lists are provided in John Middleton’s “Railways

of Southern Africa” and periodic updates:

Initially painted in Spoornet “Blue”: units E18001 (ex 6E1954) to E18360

(ex E1847)

Painted in Spoornet blue colours : E18361(ex E1789) to E18390 (ex E1751)

Painted in Shosholoza Meyl/Premier class (purple): E18401 To E18420

Painted in new Transnet colours, simplified upgrades; E18500 to E18525

New orders, again changed specifications aimed at further cost reductions:

E18600 – 700; 701-800.

In 2011, only class 6E1, series 6 up (from No E1646) had been allocated to

the class 18E rebuild programme. These locomotives are either fitted with

the type 283AY or 283AZ model traction motors.

The recent units, which began appearing in 2008-9, were painted in new

Transnet Freight Rail red-orange. Although intended primarily for freight

work, some of these units have also been outshopped in purple livery for

the Premier class and Shosholoza Meyl main line passenger operations.

However, it appears that these class 18Es will be replaced or supplemented

by outshopped class 6E1s, which are still undergoing normal reconditioning

work and not type 18E rebuild/upgrades.

Diagrams of the class 18E rebuild from class 6E1/17E units, showing dimensions and equipment layouts (TFR)

320

The first two units converted, E18001 (ex E1954) and E18002 (ex E1955) on test at SentaRand in June 2001 (JD) Class 18Es under construction at Koedoespoort, Pretoria. September 2009 (JD)

The class 18Es were, in 2011, operating mainly over the Transnet Eastern region. Here, three units depart Ermelo with a freight destined for SentraRand complex, August 2003 (JD)

Two of the purple class 18Es, now rarely seen on actual passenger work, head the regular ex Komatipoort passenger train back through Rhodesfield, Kempton Park, November 2009 (JD)

No E18521, in Transnet colours, outshopped at Koedoespoort in September 2009 (JD)

E18412 and another unit outshopped in Shosholoza Meyl colours, Elandsfontein yard, between Kempton Park and Germiston. April 2009 (JD)

No E18504 at the head of a through load at Vooruitsig yard, near Volksrust, on the Durban main line in October 2009 (JD)

Two class 18Es head north with a load through Dryden, between Ogies and Delmas, March 2011 (JD)

336

Designations

The 5M2A series were initially all painted to the SAR gulf red and grey colour

scheme (which was also applied to the original blue 5M2 imported series,

when later outshopped). From 1990 onwards, following the separation of

the metro services division from Spoornet and its reallocation directly to the

Department of Transport under the name “Metrorail”, the train sets, which

can operate in multiple of up to fourteen vehicles, assumed a new yellow and grey colour scheme, after outshopping. However, many of the old red and grey stock were still seen on train sets for many years well into the new millennium but by 2012 had vanished from the rail network, having been absorbed into 10M rebuild programmes.

One of the new type 5M2A sets departs Cape Town station, during the 1960s

Class 5M2A 3rd class motor coach, type S-4-M (1975/1984) (MBCol)

Diagram of a 5M2A type motor coach (LP) A 5M2A set in original SAR colours on the west Rand, July 1984 (EA)

5M2A Series Motor Coaches

Type Number in service Mass (t) Coach Numbers

T-3-M 28 (1968-72; parcels) 60.9 13341-66/13445-46

L-2-M 65 (1963-77) 60.9/63.0 9048-63/9097-106/9112-6/13501-34

L-2-CM 63 (1971-74) 63.0 13555-8/13641-56/13604-30/32-34/

13591-13603

N-15-M 6 (1967) 63.3 9117-22

N-15-CM 111(1964-71) 63.3 9107-11/13052-79/17543-7/9123-40

9162-83/1535-54/13559-78

N-25-CM 10 (1958) 61.8 9145-54

N-26-CM 79 (1961-73) 63.2 9160-1/13001-51/9155-9/13639-40

13668-75/13637-38/13492-500

S-3-M 128 (1963-1973) 63.0 13201-18/13411-43/13676-709/

13172-13200

S-4-M 115 (1975-78) 61.5 9925-50/13152-7/9249-319/9335-46

T-2-M 100 (1964-67) 62.0 13219-13321 (excl 13237/52/64)

T-3-M 28 (1968-72) 62.7 13341-66/13445-6

T-44-M 88 (1961-8) 62.8 9471-9503/9512-5/13101-42/13144-51

5M2A Series Non Motor Drive Coaches

L-7-T 9 (1965) 33.6 9743-51

L-51-T 49 (1961-69) 33.6 9602-12/9701-39

S-22-T 27 (1967-69) 32.2 9801-27

5M2A Series Trailer Coaches

L-3-T 158 (1964-73) 30.6 11913-93/12055-94

L-52-CT/T 575 (1961- 78) 32.7 11114-23/11701-830/11858-912/

12034-54/12121-24/12142-57

L-53-T 26 (1961-63) 32.7 11831-51

S-7-T 85 (1968-73) 29.6 12530-628/12871-879

S-8-T 42 (1965-70) 30.5 12313-46/12629-40/12869-70

S-11-T 684 (1975-80) 31.5/32.4 10322-46/11541-600/12986-13000

13904-999/9516-41/9558-92/9761-800

9951-10011/10032-69/10081-100

18152-323/18222-232/18000-151

18233-301

S-68-T 1057 (1961-68) 31.9/30.8 10659-80/11601-85/12940-80/

13735-903/10701-847/12981-5/

12881-939/11686-700/12201-312/

12347-535

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Series 5M2A Parcel Van Sets

From the beginning, the 5M2A parcel vans were delivered from the UCW

production line as motor coach and driving trailer twin sets, with one driving

cab provided in each vehicle. These were to eventually replace all the 1M

and 2M type vehicles. The motor vans were classified K-1-M and the driving

trailers K-5-D. The type T-3-M listed in the passenger section was a unique

twin functional parcel van design.

These sets were manufactured from 1969 onwards and were to be seen on

country lines, as well as in the main metro areas. After the parcel service was

terminated during the late 1980s, some units in the Cape were relegated to

hauling container consists between Bellville and Wetton, one driving unit

at each end, with through wiring, a most unusual train movement indeed.

Type K-1-M 12 built (1968-72); weight 60.9t; coach Nos 9013-16/9031-

35/9024-26

Type K-5-D: 15 built (1969-74); weight 31.5t; coach Nos not recorded

An early 1970s scene, with 5M2A sets outside Johannesburg main station (RP, AC)

In the East London region, the 25kV electrification system is incompatible with the standard 3kV 5M2A motor coaches and use was initially made of class 7Es to haul trailer trains during the mid 1990s (EA)

Later years have seen the East London metro service operating with more economical SAR class 33s (EA)

The Port Elizabeth service, faced with the same 25kV AC overhead power supply, operates class 5M2A trailer sets with class 35 diesels on hire from TFR. Further, the line from Swartkops station (shown here) to Uitenhage is unelectified. June 2010 (JD)

A refurbished 5M2A Metrorail set at Capital Park, Pretoria, June 2009 (JD)

5M2A type “parcels” or mail train at Doornfontein, west of Johannesburg, August 1984 (EA)